Carburetor



Sept. 23, 1952 v c, STREED 2,611,595

CARBURETOR Filed March 15, 194'? Patented Sept. 23, 1952 2 5 5 .Ai mieatm m mm,1947. Serial N 9 1 a s ia ic This invention relates to carburetors 01: (19:. broken away-and in sectionf:- an embodiment: vices for mixinglfuels withiair in internal come of the invention combined with an en'gineiair in! bustion'engines. take and throttle; .3. l,

the. invention .to-pro Figure'iz is: an enlarge'dasi" e'xelevaltiona view 7 Itis a general objectp vide .:a carburetor for:internal:combustionxene. partially win.longitu'dinalrsectioni'zof ithensprayi gines .awherein theiamount:iofzifuel zsuppliediis.= nozzle; .1, L c determined ;by thexzdegree-cflrthrottlermienine;; Fisur B is a plan v i w of-the nozzle lenient." the air pressure-inx-the intakeimanifold;catmos; withpcrtions in sectioniezifl I. 1.. c; .11; pheric pressureandithetgamountpfipressure;exe Figuresri through'Ll'Ohre emerge transve se. erted upon the .fueil supply.citself landjcang:be sections :taken;approximatelytonithexlines: +4. adapted for liquidongaseous fuels=.r;It:-is ajifuel through l'fli-lniin Figure 2.;;: and? x: mixing ,or carburetingidevice' which cambeused; .Figure. '11 11s 'anienlargedwsection takehpnz-thei in connection with:'anfordinaryrVenturistype linell I.l3of;Figure;-;1i L. q carburetor withopent jet jorea; 'prfissureicis pplyl. -:In Figure;1:there,isshown-;a f. e1 intak SUD type, either invertediorupright and 'isnot f ply'hconduit: lZZ-through whichflowsrtoithey iected by itspositionoriangle; ("131: 5;? engine. In :the:illustrated;embodimentahipne One object, Ofythfl invention. to" provide-a1 L ters'thejconduit throughi'anzairintakeatgthe up carburetor of SuCh"0 OnStuCt ,0I ia$"liq maintain A per end of the same,itybeing pssumed:that-the such a ratio between theairand thegfuel sup; fuel intake conduit communicates with p I V plied to the internal combustiornengi-ne as, will: ternal combustion 'engineiatqits lcwer'end, fl w op ra e the nsi er t the h hesk fis ehcv 4 hrouehthe c0nduit1= eingu as 'hdica edabyt der all conditionsofj-speed andsloacia arrow. ,A conventionaibutterfl :throttle -v alve Another obje t i topmv c e arnev l met od '3 ntr s th w-eo a r frcni :t eta r, nt k 1 of supplyi and mix he-th sainen fuel hare u h t e .fuelti t condu t J 1- o an l-comb o eheihe'Whi h-con s commu i at ewi h h nteri r: of; invarvine the.fWL- P nBiH rHmP931 10 3PQfhfil" e eorsunn ond i ii H armed forces et mi in 'jPh :a. -!PP and 14 ad n rom eata vefihembeh t5 re ive; created the e ingsetth ein u l and h mber 1. ss ppli b li i i.jrue rr a g the suction pressure exerted on the hange by; able-sourceunder-pressure uch s the P p h wm u r endu t V, Another object of the invention is p her [5 is provided with a partition I! having a; greater accuracy through meter g ipf fuel under; valve port ;la therethroughawhich is ;forrned:;at a controlled pressure. the bottomo a;central pup; li;lge;portio thepartition l 'i ;.;A;synthetic rubber sea Afurther object oft e invention n v p t 1mg. a fuel supply and control under pressure ;which- .20.15 disposed in thempper pqrtigg gfihg g is sealed so that fuels of high volatility gaseous An openin 2:I-.is:i m l hz heili pe je dgofl fuels can be efiiciently-handled a a e ch bered5: ndth ou h-: hihiexte l t It is a further object of rthe invention to provalve rod 22 having a -tapered- -lowered pend 2 3- e vide means for metering rfuel under ;;p res ure I tending throughv the,.-p ort iag nq m ihayingnja, which will also allow theuse of frust0-conica1 shQuIQexg-portipn;zfl ada t d viscosity. "1 ;j;,, seat against the:synthetic"rubberiiinggzflr A further object of theinverlotionrisiztocprovidevalve rod 22 has a reduced upper portio 1 m ans f r producing::a:1ean&rich.mxture:ediust i: w h xtends throughjthe :close upper endg f mentresponsive .to changes .in weather and en an .eXDansible: bellows-:zfii-an-d ,throu'gh- 35519512 6 gine temperatures. 1'; ;in .afivalve:operatin imemberiinxthejform 0f 3 Still a furthercobject': of thednventiori is'-.to lever21. A,,co mpressi1on splring z is t -r. provide a fuel supply nozzlestructuremf extreme between the upper endicf 1.1m-.b ll w g a accuracy. and emciencytii; 3:? .zi: under side of. the valve operating-,member.

The above? andiother iobJectsand advantages pair-of locking-;.nutsr.-29 arelthreaciedori theupper' ofthe inventionwill*morefaiullt apparfror'n 50161'1d of the valve rod extension 22a and beaiii the following description inadein connection with against therupper sidel of ithe"ivalvemperating the accompanying drawingsiwhe'reinrlik refer-" member-21. -f;.: r ence characters-referto thesame' throughQ- The left vhand end .of'ithe'vazlveioperatingf Iill'xiii out the viewsfan'cUi-n whichzi ber1 2I- is providedzw m 5 1 fxgj g mtg w 34 is a bent thermcleaf 31; which, upon expansionand contraction, will shift the pivot pin 3| in the slotted portion 33 of the link 32 to vary the distance between the pivot pins 3! and 34, thereby varying the relative movements of said valve op-' crating member 21 and said lever 35. The left 38 of the butterfly throttle valve l3. V

At the right hand end of the valve opera selectively receive the connector pin 40 and secures the operating member 21 to the lower end of a cage 4|. .Lying in the cage 41 is, a bellows.

42 which is sealed and expansible or collapsible in response to changes in atmospheric pressure.

Atongue .43 extends upwardly through an-opening 44 in the top of the cage 4| and is connected.

drawing; Also connected to the right hand end i of the valve operating member 21is a dashpot unit generally indicated at 48 for retarding movementof the right hand end of said valve operating member 21.

The liquid fuel conduit [4 extends into the fuel intake or supply conduit [2 and is provided with a nozzle or outlet end 49. Mounted on the left hand end of the nozzle-portion 49 of the conduit [4 is a bellows 50 which has its interior connected to the interior of the conduit 14. The

left hand end of the bellows 5D is provided with anjend plate 52 against which'bears a spring '53 having a spring cap 54 engaged by a 'bolt 55 which is threaded throughabracket 56 mounted on the side of the fuel intakeor supply conduit Slidably the liquid fuel conduit I4 is a hollow piston 51 having an open right hand end 58 and'a-left hand endmember 59 with openings 5| there through. A piston rod 60 is connected -to'lthe left hand end 59 of the piston 51' and it extends through the left hand end of the tubular nozzle portion 49, through the wall of the fuel intake or supply conduit [2 and through the bellows 50 to connect with the bellows end plate 52, as

shown at 6|.

The cylindrical side wall of the hollow piston 51 is provided with a plurality of apertures 62,.

64, 66, '68, 19, I2 and a pair of upwardly oppositely disposed apertures 14. The jet section 49 .of the liquid fuel conduit 14 is provided with a plurality of apertures 63, 65, 61, 69, H, 13 and an oppositely upper and lower pair of apertures '15.

The piston aperture 62 is so positioned relative to the jet aperture 63 that when the piston is moved to the left, said apertures will coincide permitting fuel to pass therethrough, the re maining apertures being closed. Continued ting member 21 is a series of apertures 39 which mounted in the nozzle portion '49 of 4 movement of the pistons to the left will suecessively bring the remaining piston apertures 64, 66, 68, 10, 12 and 14 into registration with the jet apertures 65, 61, 69, ll, 13 and 75 respectively and in that order. The increasing lengths of the piston apertures 62 through 74 in reverse order permit the final opening of all of the jet apertures at the same time. It should be noted that the first two jet apertures with which communicationfis established'f are the mos't'widelysp'ace'd onesfth'e next two'are the ,next widely spaced, and so on until the upper and lower central jet apertures 15 are opened. "Obviously as the piston 51 is moved back to the V right the apertures" will be closed in reverse order. hand end of the lever 35 is connected to a pivot With-the" apparatus installed, as shown, a

I mechanical actuation of the throttle valve 13 in the customary manner will increase or decrea'se the flow capacity of the air downwardly from the air inlet through the fuel supply conduit l2. .Movement of the throttle..valve;l3.is transmitted through the lever 35iand link 32 to the valve opera-ting member 21 which'will' depress or raisekthevalveZZ in the liquid fuelrsupply line. When: the internal "combustion engine .is cut off and the throttle is. closed, suction in the' line 4'] andlbellows 46 will return to zero. The bellows 46 will expand, lowering the valve. operating member =21, permitting :the .frus'towonicalivalve 24 to seat-against the sealing ring/'20, thereby completely closing the .liquid-fuel1 supply line so that there is noileaka'ge or d'rippageoftfuel m the -'fuel-' jet unit 49. .When. the engine is" in operation with normal intake :manifold suction in-bellows '46, causing said= bellows tobeshortened in direct proportion to the amountf of'suction in saidbellows; 46gand-the throttle is in one of its degreesof open "position the frustoconical valve portion 24 is unseated and the new of liquid rueiis meteredb the tapered valve end- 23' which e'igtends through -the valve port l6. Changes the throttle position l3 will also result 'infchangesI in "position of the tapered valve-end 23 relative ta-said port 18. F'uirthermore; changes in "temperature of the internal combustiomengine'uponwhich the carreflected in the bellows46.- -A greater degree" of suction or negative pressurewill contract the bellows 46, lifting the right hand endof the valve operating-member 21 and increasing the liquid fuel flowthrough the'valve port l'8.f With any fixed opening an increase in suction on:the

engine side of the air flow controlrvalve l3I'will,

result in an increased flowfor'. volumexrofair past said valve .13. This increasedfsu'ction .will act on the bellows 46 raisingthe operating arm 21 and. increasing the flow offuel: through the valve part. i 8. thereby l. maintaining a uniform ratio of.v fuel: to. air under. varying. load 'conditions. When'the throttle- F3 :is closed to'an idling position the lever 35, link 32gand valve operating member 21;;wi11 morain vine i pin 22 toward ,a closedposition; thereby'overintake pressure to influence the bellows ,46 and o en, the metering pin., There is also ineans provided for compensating Jlforifluctuations in atmospheric pressures; flAt lowenelevatio f the higher" atmospheric pressuriefwill. compress he bellows 42,} thereby pulling upwardly on; the right hand end of the valve operating lever 21 and increasing the fuel'supplyf Naturallyjwith lower atmospheric pressures at 'l'i'ig' her altitudes the bellows. '42 will expand pushing the "operatin lever 21 down and decreasing f e1 supply in proportion to"th".de'creased I or rarified airsupply entering theQconduit l; The dashpot 48"serves" to make the "action of' the right hand end; of. the; lever ij -more smooth and gradual, particularly i connection with operation of the engine intakepressure, responsive bellows-46'.

Referring to Figure 2 it will be seen that the fuel under pressure in the conduit l4 passes through the piston 47 so that there is an equal pressure on both sides thereof. However, at the left hand side of the piston 5'! is the expansible bellows 50 which will pull the piston 6'! to the left when the jet apertures are closed. This will progressively open the jet apertures 63, B5, B1, 69. 11 and i3. and finally the upper and lower pair of jet apertures 15. The jet tube 49 provides a multidirectional jet spray as indicated by the positions of the jets in Figures 2 through 10. Furthermore, the most widely spaced jets are opened first, the next widely spaced jets are next opened, and so on until the upper and lower central jets 15 are opened at which time, as stated above, they are all open. It is preferred that the total capacity of jets E3, 65, 61, 69, H and 13 be suflicient for normal fuel demands and flow, the jets 15, however, being provided to take care of anything above normal demand and flow and sufficient to take care of the greatest demand and flow.

It must also be noted that the location of the jet assembly 49, 5D, 51 is not restricted to any position or location relative to the other parts of the carburetor, but may be near or distant, high or low as may be desired.

I have provided a carburetor construction wherein fuel may be supplied under pressure past a valve which operates in the liquid or gaseous fuel under pressure to supply fuel jet apertures arranged in such a manner as to produce the most advantageous mixture of fuel and intake air. The fuel control valve is operated in response to movement of the air throttle valve, engine temperature, air intake pressure and atmospheric pressure so that the correct proportions of fuel and air are provided regardless of any change in conditions with the exception of changes in humidity in the air. Such an apparatus not only utilizes fuel to the greatest economical advantage but it also produces more eificient and smoother motor operation.

It will, of course, be understood that various changes may be made in the form, details, arrangement and proportions of the various parts without departing from the scope of my invention.

What I claim is:

1. A fuel and air mixing and supply mechanism for internal combustion engines comprising a fuel mixture intake conduit defining an unrestricted passage leading to the engine and having an air intake opening, a throttle valve controlling the flow of air from said air intake opening through said intake conduit, means for introducing liquid fuel into sa1d- -intake conduit; .under. pressure, is;

liquid, fuel ,valve controlling;thej-flowgthrough said liquid fuel: introducing means, an operating lever for said liquid fuel-,valve, means. connecting one arm: ofsald operating lever; to saidthrottle valve and exerting-forceonthat armof the lever, to tend to;cpen and,;close said IiQUidYfUGLJLaIYQIaS said throttle; valve. is -respectivelyiopenediandf closed, and a-,..pressure; responsive unit responsive to pressure; changes. in said intake conduit fat the engine 1 side of said throttle valve and actingonythe. other arm of sa-id lever: and tending. to i-openr-fand'close said liquid fuelvalveasztheisuctionainisaid intake;

responsive unit on said lever to the liquid fuel valve.

2. A fuel and air mixing and supply mechanism for internal combustion engines comprising a fuel mixture intake conduit defining an unrestricted passage leading to the engine and having an air intake opening, a throttle valve controlling the flow of air from said air intake opening through said intake conduit, means for introduc ing liquid fuel into said intake conduit under pressure, a liquid fuel valve controlling the flow through said fuel introducing means, a floating operating lever having an intermediate point connected to said fuel valve for swinging movement relative thereto and acting to open said valve as said intermediate point of said lever is moved in. a first direction and acting to close said valve as the intermediate point of the lever'is movedin a second direction, a linkage connecting said lever throttle valve and tending to move the intermediate portion of said lever in the first direction 1 as the throttle valve is more widely opened and. tending to move the intermediate portion of said. lever in the second direction as the throttle valve moves toward a closed position, a pressure responsive unit connected to said intake conduit at the discharge side of the same relative to said: throttle valve, said pressure responsive unit in-- cluding a movable part connected to said operating lever at the opposite side of said intermediate point from the point of connection of said linkage thereto and tending to move the intermediate portion of said lever in the first direction as the suction in said intake conduit beyond said throttle valve increases and tending to move the intermediate portion of said lever in the second direction as the suction in said fuel intake conduit beyond said throttle valve decreases.

3. A fuel and air mixing and supply mechanism for internal combustion engines comprising a fuel mixture intake conduit defining an unrestricted passage leading to the engine and having an air intake opening, a throttle valve controlling the flow of air from said air intake opening through said intake conduit, means for introducing liquid fuel into said intake conduit under pressure, a liquid fuel valve controlling the flow through said fuel introducing means and having a valve stem projecting thereabove for opening the fuel valve on up movement and closing the fuel valve on down movement, a lever above said fuel valve pivotally .connected at an intermediate portion thereof to said fuel valve stem, a linkage connecting one end portion of said lever to said throttle valve and swinging the end of the lever to which it is connected upwardly as the throttle valve opens. and swinging the end of the lever to which it is connecteddownwardly as the throttle valve closes, a pressure actuated member connected to the other end portion of said lever and mounted above the lever, and means controlling the actuation of said suctionactuated' member from the pressure within said intake conduit at the engine side of said throttle valve and causing said pressure actuated member to raise as the suction within said intake conduit beyond the throttle valve increases and causing said pressure actuated member to lower as the suction in said intake conduit beyond said throttle valve decreases.

CLIFFORD E. 'S'I'REED.

REFERENCES CITED The following references are of record in the file of this patent:

I UNITED STATES PATENTS Number Nuniber f 202,217

Name v Date Miller et al'. Apr. 22, 1919 DeLukacsevics Apr. 13, 1920 Abernathy et al. Nov. 9, 1926 Mabeeetal. Apr. 21, 1931 .Moore May 24, 1932 Mo0re Aug. 2, 1932 LMall'or'y Dec. 5, 1939 Cloedy et1 al Feb. 27, 1940 'Read July 23, 1940 Mock et ah Feb. 16, 1943 Holley May 6, 1947 Morris Oct. 7, 1947 j FOREIGN PATENTS V I 1 Country" a Date Great Britain Augflfi, 1923 

